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Bringing the 959 and 911 GT2 RS Together: The Pinnacle Of Porsche

Even thirty two years on the little details of the 959 can make other 911-based cars seem pedestrian. Where the GT2 RS is a wild machine covered in scoops, wings, and hyperbole, its floor is mere metal. The 959 separates its occupants from the pavement with nomex. Point, 80s dream machine. It seems that every other trait about the car is similarly insane. Time may have marched on from its contemporaries, but so much of the 959, at least on paper, seems thoroughly modern and extraordinary. While we know that in every measurable way related to on-road performance the GT2 RS will savage the elderly 959, but Everyday Driver seem to be asking is the new car as compelling?

In a strictly dollars for donuts way, the GT2 RS absolutely is. The GT2 RS cost less than the 959’s recent maintenance. Despite its formidable performance it remains oddly accessible, a trait it shares with the 959. The two cars also share interiors with lesser contemporary 911s. Oddly the GT2 RS and the 959S share a 211-mph top speed.

The two cars of course differ in focus. While the older car may have been developed for Group B homologation, in implementation it fell somewhere between 80s Supercar and ultimate-GT, with a dash of rock crawler thrown in for good measure. The one in the video was street parked in Monaco for many years, and was apparently used regularly. The GT2 RS is a fairly unabashed track car.

Of course, given our focus here at Flatsixes, we’ve talked about the 959 at length. We’ve featured wrecked 959s, 959s Doug Demuro likes, modified 959s, and Brad has ridden in one. We’ve also spent a lot of time discussing the GT2 RS, from heavily-optioned cars, to record setters. While we could crow on about how the 959 is the ultimate expression of Porsche’s transition into a tech-driven automaker, we’ll let Everyday Driver show you. This 28-minute video is an excellent watch.

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Semi-Solid Engine Mounts Make A World Of Difference In This 997

For me, the words « DIY » and « engine mounts » in the same sentence cause a lot of stress. Before coming into the Porsche world, I spent years immersed in modified VWs. Seeing those two phrases together recalls unhappy memories of VR6 owners yanking all the rubber out of their engine mounts and stacking hockey pucks in their place, raising the engine and preserving their oil pan. It wasn’t pretty, and years later it still affects my blood pressure. Fortunately Car Fanatic is bringing us a much more legitimate upgrade with components from Rennline.

Ease of Installation

Especially for those of us used to classic Porsche models, working on a late-model car like Car Fanatic’s 997 can fall somewhere between intimidating and frustrating, depending on your skill level. While plastic engine covers and large plastic airboxes can be good for NVH reasons, they almost universally cause frustration for DIY’ers. Fortunately the two rear engine mounts on a 997 are among the easiest engine mounts I’ve ever seen to access, and according to the video replacing them requires just a jack and a few basic hand tools most enthusiasts already own.

The video does a good job breaking down how to replace these components step-by-step. The owner notes that his car has a T55 Torx bolt on the bottom of his engine mounts rather than the conventional nut specified by Rennline, but other than that the installation appears extremely straightforward.

Results

But what is the net result of the change? The video shows a visible change in the amount of engine movement with the worn stock mounts compared to the new semi-solid mounts. The owner also notes significantly less driveline shunt when coming on and off the clutch. With a relatively smooth-running powerplant like a 911’s flat-six this change shouldn’t send the owner running to the dentist to replace a never-ending stream of dropped fillings. For owners of four cylinder Porsches the change is likely to be more dramatic. If my experience with semi-solid mounts in my old Golf is any indication, 924 owners should be especially careful when using poly mounts. A lower durometer reading will save a lot of literal headaches.

For 997 owners, the ease of replacement coupled with the apparent improvements in responsiveness make upgraded engine mounts a worthwhile upgrade.

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Video: Porsche Cayenne Turbo S E-Hybrid vs Half Built Racetrack

A few weeks ago I headed to Dusseldorf to drive the latest iteration of Porsche Cayenne in Turbo S E-Hybrid guise. Having driven the 676 brake horsepower super-SUV in anger across the border into Belgium, I settled down and talked all things Porsche with the team behind the Cayenne. As per the norm, we exchanged […]

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Is This The Safari Build To End All Safari Builds?

Kelly Moss has a penchant for building over-the-top Porsches. When they aren’t racing in GT3 Cup, they’ve lately been spending their energies on trying to outdo the entire world of Safari-style 911s. This time, they may have gone to a new level. This car, the car they’re calling Willy Safari, is built for all-out off-road domination. It stands about as tall as your average house, jacked up on huge off road tires and mega compliant suspension. It looks like it could just about drive over anything. How much of the original 911 is left? Well, watch the video and see for yourself.

In this newest episode of Larry Chen’s Autofocus vlog, he heads to the desert of SoCal with Jeff Zwart, Will Roegge, and the Kelly Moss folks for a few hours of ripping around in the dirt. As you can see in the image of the video above, the rearward weight bias and the huge suspension travel means it’s pretty easy to lift a front wheel while in a slide. That in and of itself is about the most radical thing you can do with an offroad 911. It rips and grips. I love it.

Would you do this to your 911?

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Ride Onboard For Some Silky Smooth Laps in a Track-Spec 996 GT3 at Road America

Photos & video courtesy of Ryan Gates/311RS, LLC.

With the right modifications, the 996 GT3 becomes a car that will sway the most skeptical, please the frigid, and bring out the best in the timid. Not that it was slow from the factory, but with some talented tuners and a skilled set of hands making the most out of the least loved of the GT lineup, we see that it—like every other member of its purebred stable—is made for carving quick laps and stretching smiles.

Minneapois-based motorsports design firm 311RS is responsible for making this GT3 into something capable of cracking off consistent laps in the 2:26-range. They spared no expense here, starting with JRZ-RS Pro coilovers with custom 311RS damping. ERP arms and solid bushings came next, and the suspension maximizes the footprint made by the 311RS-spec BBS E88 18×9″ & 18×11.5″ wheels wrapped in Michelin Sport Cup 2s.

With roughly 400 horsepower courtesy of a Cup exhaust, BMC filters, an IPD plenum, and a tune, it’s definitely rapid and needs serious stopping power. The brakes, still factory reds, use Girodisc rotors, Pagid Yellow pads, and stainless lines. For a track as fast as Road America with heavy braking zones, these bring the ~3,000-lb GT3 to a stop. On that note—they trimmed a little heft by removing the airbags, sun visors, glove box, front console, and head unit. It’s a track special, no doubt.

More than its straightline speed and its stopping ability, this GT3’s stability and responsive front end are its most impressive features. Rather than some frightening, hair-trigger monster, it’s composed and neutral, especially in high speed corners. Granted, Ryan Gates has the deft touch of an experienced driver, but no wiggling under braking, no mild corrections in the quick stuff, and only a hint of oversteer on turn-in proves 311RS really dialed it in. Perhaps a more aggressive driver would bring out its fangs, but Gates is still clicking off quick times with a very economical, subdued style.

Perhaps the large RS wing at the rear must help there, and the broad front splitter can’t hurt. Clearly, it’s a reassuring car with balance, braking performance, and punch enables Gates to charge without breaking a sweat and reel in some 991s. Note the distance he gains in braking and entry speed through the daunting Turn 11, known as the Kink (6:54). There, you want a car to sit nicely lest you leave a big black streak along the outside wall.

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